Combustion-chamber for locomotives.



J. D. ROGERS.

COMBUSTION CHAMBER FOR LOCOMOTIVES.

APPLICATION FiLED JAN-7,1915.

Patented Mar. 14, 1916.

ami knew {a @Qj I UNITED STATES PATENT OFFICE- JOHN in. Romans, or PRINCETON,

ELLETT, 0F PRINCETON, WEST VIRGINIA.

COMBUSTION -CI- IAMBER FOR LOCOMOTIVES.

Specification of Letters'f'atcnt.

Patented Mar. 14. 1916.,

Application filed January 7, 1915. Serial No. 998.

To a ZZ whom it may concern: u Be it known that I, JOHN D. ROGERS, citidesirability of placing in the fire box a.

bridge wall whichds of fire brick and serves tprovide between the forward ends of the grate and the fine sheet a combustion'cham-- ber into which an additional supply of air is admitted for the purpose of producing a complete combustion of the gases before the gases enter the fire tubes. In the majority of cases, the bottom of such a combustion cham ber is formed by a removable plate or false bottom, the inner face of which is lined with fire brick or some similar material.- It has Y oftenbeen found that such fire clay or brick lining disintegrates after being in use but a short time. This is, of course, an undesirable feature, and. one causing a great deal of expense in repair work.

The primary obyect of my invention 1s,

- .therefore,'to provide for the fire box of a locomotive, a combustion chamber, the bottom of which is constituted-by concentrlcally arranged, spaced metal shells or plates which define a waterrwall communicating with the crown of the boiler.

eliminate the bearer members, the false bottom plates, and the fire brick lining custom: arily employed in constructing the combus:

tion chamber in a locomotive fire box, there by reducing the. cost of manufacture and up-keep.

Another object is to construct the combus-i tion chamber in such manner that the weight imposed upon the forward transverse member of the mud ring is materially less than heretofore, so that the mud ring may be of smaller size and resultantly cheap as re gards first cost.

known type,

the uppermost bricks,

An additional object is to reduce to a mlnimum the tendency of choking in the bottom fiues by locating the cleaning hole or hopper in juxtaposition to the flue sheet.

An object of equal importance with the foregoing is to so. design and construct the combustion chamber that the throat sheet of the boiler may be made as shallow as is desired without any attending disadvantages. e

A still further object of this invention is to so construct the combustion chamber'that the actual heating surface in the boiler will be increased.

The above recited and other incidental objects of a similar nature, which will be hereinafter more specifically treated,'are accomplished by such means as are illustrated in WEST VIRGINIA, ASSIGNOR OF ONE-HALF TOH. C.'

the accompanying drawings, described in.

the following specification, and then more particularly pointed out in theclaim, which is appended hereto and forms a part of this application.

With reference to the drawings, wherein there has been illustrated the preferred ein-. bodiment of this invention as it is reduced to practice, and throughout the several Views of which similar reference characters designate corresponding parts, Figure 1 is a vertical longitudinal section taken medially through the fire box of a standard locomotive; and Fig. is a compound sectional view, the left hand side of which on the line 2-2 of Fig. 1, and the right hand side of which is taken on the line 2 '2 of Fig. l. A further object of the .invention is to In the accompanying drawings, the locomotive fire box illustrated is of the well including as it does a grate chamber A and a combustion chamber B which is located between the forward end-of is taken a' grate C and a flue sheet. D., and is defined by a brid e'wall The'bridge wall E is formed from a 1..-

rality of fire bricks '10, which are superposed and are provided with vertically extending air passages, indicated by-d o'tted 1 lines at 11. Through these air passagesll extend pipes. 12,- the'upper terminals of which lead into the flared openings 13. of and-the lower terminals of which 'extend' below the-forward transverse member 14 of the fire box mud. ring and carry air inlet funnels l5. In the present construction, the transverse relatively close to tubes,

ployed in supporting the bridge wall, has been eliminated, and'the bearer bracket 16 has been substituted. This. bracket. 16 is formed from plate metal and is substantially L-shaped in cross section. One portion of this bracket 16 is secured by rivets 17 to the rear face of the mud ring 14. The horizontally arranged portion of the bracket receives, as shown in Fig. 1, the case bricks of the bridge wall E.

Air may enter through the funnels 15 and escape into the fire box through the flared openings 13, so that the gases liberated from the burning coal in the grate chamber A will be sufficiently thinned to produce complete combustion of all gases as they pass through the combustion chamber B.

' The bottom of the combustion chamber consists in a water wall 18. This water wall 18 is defined by inner and outer metal plates 19 and 2-0 which are maintained in the desired spaced relation by stay bolts 21. The central portion of these plates 19 and 20 are curved downwardly and are provided with centrally located openings which define the cleaning hole 22. Any suitable door of air tight construction may be studded over the opening Rivets, indicated at 23, are, of course, employed in connecting the edge portions of the plates 19 and 20 at the opening The space between the edges of the plates is, of course, calked at 24 to prevent the leakage of water from the Water wall 18. The rear transverse edges of the shell or plate members 19 and 20 are engaged about the mud ring member 14, as shown particularly in Fig. 1.

It will be seen, upon reference to the drawings, that the wall 19 slopes in all, directions toward the opening 22 so that the cleaning of the combustion chamber may be easily and readily accomplished. It will also be cleaning hole is located the lower fiues or it will be an easymatter to frequently seen that, since the tion of the. fire brick lining in the combussome: of this patent may be obtained for fire downwardly providing these fines and thus prevent their 1. The member 20in reality con-' tion chamber, and substituting therefor a water wall through which water from the boiler may circulate.

It has been found inipractice that a norm bustion chamber having the construction above described is less expensive both as regards cost of installation and up-keep than combustion chambers in which a false bottom and a fire brick lining are employed. It has also been found that one of the material factors making for the cheapness of manufacture'and installation of the combustion chamber isthe materia reduction in the weight which must be carried by the mud ring. The weight imposed upon the mud ring being lessened, it is obviously possible to materially reduce thesize and hence the cost of the mud ring.

In reduction to practice, it has been found that the form of this invent-ion illustrated in the-drawings, description, as the preferred embodiment, is the most efiicient and practical; yet realizing that the conditions concurrent with the adoption of this device will necessarily vary, it is desirable to emphasize the fact that various minor changes in details of construction, proportion and arrangement of parts may be resorted to, when required, without sacrificing any of the advantages of this invention, as defined in the appended claim.

Having thus described the invention, what is claimed as new 'is:

In a. locomotive fire box,- a bridge wall defining a combustion chamber which is located' between the forward end of the grate and the rear flue bracket secured to the mud ring of the fire box, said bracket constituting a support for the bridge wall, and a pair of spaced metal plates forming and referred to in the above.

sheet, a transverse. metal in communication with the boiler, the cen-.

tral portions of the plates beingprovided with registering openings and being curved a discharge opening whereby material may be removed from the combustion chamber from beneath'the locomotive, the edge portions of the plates at the openings thereof being connected and calked to form a water tightwvall, the rear transverse edges of the plates being secured against the opposite faces of the forward transverse member of the fire box mud ring.

In testimony whereof I aflix my signature in presence of two witnesses.

JOHN D. ROGERS. [L. s]

Witnesses WM. B. Monnrmnn, Gnovnn C. WOR'RELL.

five cents each. by addressing the "Commissioner of Patents, Washington, I). C. 4 

